Active user interface haptic feedback and linking control system using either force or position data

ABSTRACT

A system and method are provided for supplying haptic feedback to, and for electronically linking, pilot and co-pilot user interfaces. The user interface haptic feedback and linking are implemented using either force or position data. If the force or position data become unavailable, then position or force data, respectively, are used to implement the user interface haptic feedback and linking.

TECHNICAL FIELD

The present invention generally relates to active user interfaces and,more particularly to a user interface system that implements userinterface haptic feedback and linking via force or position data.

BACKGROUND

Aircraft may be broadly classified into fixed wing and rotating wingtypes. Fixed wing aircraft typically include a plurality of flightcontrol surfaces that, when controllably positioned, guide the movementof the aircraft from one destination to another. The number and type offlight control surfaces included in an aircraft may vary, but typicallyinclude both primary flight control surfaces and secondary flightcontrol surfaces. The primary flight control surfaces are those that areused to control aircraft movement in the pitch, yaw, and roll axes, andthe secondary flight control surfaces are those that are used toinfluence the lift or drag (or both) of the aircraft. Although someaircraft may include additional control surfaces, the primary flightcontrol surfaces typically include a pair of elevators, a rudder, and apair of ailerons, and the secondary flight control surfaces typicallyinclude a plurality of flaps, slats, and spoilers. Rotating wingaircraft typically do not have flight control surfaces that are separatefrom the airfoils that produce lift, but the airfoils that constitutethe rotating wing have a cyclic control for pitch and roll, and acollective control for lift.

The positions of the aircraft flight control surfaces are typicallycontrolled using a flight control surface actuation system. The flightcontrol surface actuation system, in response to position commands thatoriginate from either the flight crew or an aircraft autopilot, movesthe aircraft flight control surfaces to the commanded positions. In mostinstances, this movement is effected via actuators that are coupled tothe flight control surfaces. Typically, the position commands thatoriginate from the flight crew are supplied via one or more userinterfaces. For example, many aircraft include duplicate mechanicalinterfaces, such as yokes and pedals, one set each for the pilot and forthe co-pilot. Either of the mechanical pilot or co-pilot user interfacescan be used to generate desired flight control surface positioncommands.

Recently, the mechanical user interfaces are being replaced with activefly-by-wire user interfaces in many aircraft. Similar to the traditionalmechanical user interfaces, it is common to include multiple active userinterfaces in the cockpit, one for the pilot and one for the co-pilot.In some implementations, one or more orthogonally arranged springs areused to provide a passive centering force to the fly-by-wire userinterfaces. In other implementations, one or more electric motors supplyforce feedback (or “haptic feedback”) to the user, be it the pilot orthe co-pilot. These latter implementations are generally referred to asactive user interface haptic feedback systems.

No matter the specific type of user interfaces that are used, it isdesirable in active user interface haptic feedback systems that thepilot and co-pilot user interfaces be linked. That is, that themovements of the corresponding pilot and co-pilot user interfaces trackeach other. This, among other things, assures that only a single set ofposition commands is supplied to the flight control surface actuationsystem, and that the pilot and co-pilot feel each other's influence ontheir respective user interfaces.

Most active user interface haptic feedback systems implement pilot andco-pilot linking using force information supplied from force sensorsassociated with the pilot and co-pilot user interfaces. The forcesensors that are typically used are relatively high-fidelity forcesensors, which increase overall system cost and complexity. Moreover,when redundancy is employed to increase overall system reliability, theincreased cost and complexity can be significant.

Hence, there is a need for an active user interface haptic feedbacksystem for aircraft that provides pilot and co-pilot linking and thatexhibits suitable fidelity and/or redundancy, without significantlyimpacting overall system cost and complexity. The present inventionaddresses at least this need.

BRIEF SUMMARY

In one embodiment, and by way of example only, an active user interfacecontrol system includes a pilot user interface, a pilot user interfaceforce sensor, a pilot user interface position sensor, a pilot userinterface motor, and a pilot user interface motor control. The pilotuser interface is configured to receive an input force and, upon receiptof the input force, to move to a control position. The pilot userinterface force sensor is configured to sense the input force suppliedto the pilot user interface and is operable to supply a pilot userinterface force signal representative thereof. The pilot user interfaceposition sensor is operable to supply a pilot user interface positionsignal representative of the pilot user interface. The pilot userinterface motor is coupled to the pilot user interface, is furthercoupled to receive motor current, and is operable, upon receipt of themotor current, to supply a pilot user interface feedback force to thepilot user interface. The pilot user interface motor control is coupledto receive the pilot user interface force signal and the pilot userinterface position signal and is operable to selectively control motorcurrent to the pilot user interface motor based on either the pilot userinterface force signal or the pilot user interface position signal.

In another exemplary embodiment, an active user interface control systemincludes a pilot user interface, a co-pilot user interface, a pilot userinterface force sensor, a co-pilot user interface force sensor, a pilotuser interface position sensor, a co-pilot user interface positionsensor, a pilot user interface motor, and a pilot user interface motorcontrol. The pilot user interface is configured to receive an inputforce and, upon receipt thereof, to move to a pilot user interfacecontrol position. The co-pilot user interface is configured to receivean input force and, upon receipt thereof, to move to a co-pilot userinterface control position. The pilot user interface force sensor isconfigured to sense the input force supplied to the pilot user interfaceand is operable to supply a pilot user interface force signalrepresentative thereof. The co-pilot user interface force sensor isconfigured to sense the input force supplied to the co-pilot userinterface and is operable to supply a co-pilot user interface forcesignal representative thereof. The pilot user interface position sensoris operable to supply a pilot user interface position signalrepresentative of the pilot user interface position. The co-pilot userinterface position sensor is operable to supply a co-pilot userinterface position signal representative co-pilot user interfaceposition. The pilot user interface motor is coupled to the pilot userinterface, is further coupled to receive motor current, and is operable,upon receipt thereof, to supply a pilot user interface feedback force tothe pilot user interface. The pilot user interface motor control iscoupled to receive the pilot user interface and co-pilot user interfaceforce signals and the pilot user interface and co-pilot user interfaceposition signals and is operable to selectively control motor current tothe pilot user interface motor based on one of: (i) the pilot userinterface force signal and the co-pilot user interface force signal,(ii) the pilot user interface force signal and the co-pilot userinterface position signal, (iii) the pilot user interface positionsignal and the co-pilot user interface force signal, or (iv) the pilotuser interface position signal and the co-pilot user interface positionsignal.

In yet another exemplary embodiment, a method of electronically linkinga pilot user interface and a co-pilot user interface includes the stepsof determining pilot input force supplied to the co-pilot userinterface, determining pilot user interface position, determiningco-pilot input force supplied to the co-pilot user interface, anddetermining co-pilot user interface position. Haptic feedback isselectively supplied to the pilot user interface based at least oneither the determined co-pilot user interface input force or thedetermined co-pilot user interface position, and haptic feedback isselectively supplied to the co-pilot user interface based at least oneither the determined pilot user interface input force or the determinedpilot user interface position.

Other desirable features and characteristics of the user interfacesystem will become apparent from the subsequent detailed description ofthe invention and the appended claims, taken in conjunction with theaccompanying drawings and this background of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will hereinafter be described in conjunction withthe following drawing figures, wherein like numerals denote likeelements, and wherein:

FIG. 1 is a perspective view of an exemplary fixed-wing aircraftdepicting primary and secondary flight control surfaces;

FIG. 2 is a schematic depicting portions of an exemplary flight controlsurface actuation system according one embodiment of the presentinvention; and

FIG. 3 is a functional block diagram of the flight control surfaceactuation system of FIG. 2, depicting certain portions thereof inslightly more detail.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and isnot intended to limit the invention or the application and uses of theinvention. Furthermore, there is no intention to be bound by any theorypresented in the preceding background or the following detaileddescription. In this regard, although much of the invention is depictedand described as being implemented for aircraft primary flight controlsurfaces of fixed wing aircraft, it will be appreciated that it may alsobe implemented, for example, for cyclic or collective control of therotating wing in rotating wing aircraft, for aircraft brakes, foraircraft flight simulators, for refueling booms, and/or nose wheelsteering. Moreover, although fixed-wing aircraft are depicted anddescribed herein, the invention may also be used in rotary-wingaircraft.

Turning now to FIG. 1, a perspective view of an exemplary aircraft isshown. In the illustrated embodiment, the aircraft 100 includes firstand second horizontal stabilizers 101-1 and 101-2, respectively, avertical stabilizer 103, and first and second wings 105-1 and 105-2,respectively. An elevator 102 is disposed on each horizontal stabilizer101-1, 101-2, a rudder 104 is disposed on the vertical stabilizer 103,and an aileron 106 is disposed on each wing 105-1, 105-2. In addition, aplurality of flaps 108, slats 112, and spoilers 114 are disposed on eachwing 105-1, 105-2. The elevators 102, the rudder 104, and the ailerons106 are typically referred to as the primary flight control surfaces,and the flaps 108, the slats 112, and the spoilers 114 are typicallyreferred to as the secondary flight control surfaces.

The primary flight control surfaces 102-106 control aircraft movementsabout the aircraft pitch, yaw, and roll axes. Specifically, theelevators 102 are used to control aircraft movement about the pitchaxis, the rudder 104 is used to control aircraft movement about the yawaxis, and the ailerons 106 control aircraft movement about the rollaxis. It is noted, however, that aircraft movement about the yaw axiscan also be achieved by varying the thrust levels from the engines onopposing sides of the aircraft 100.

The secondary control surfaces 108-114 influence the lift and drag ofthe aircraft 1 00. For example, during aircraft take-off and landingoperations, when increased lift is desirable, the flaps 108 and slats112 may be moved from retracted positions to extended positions. In theextended position, the flaps 108 increase both lift and drag, and enablethe aircraft 100 to descend at a lower airspeed, and also enable theaircraft 100 get airborne over a shorter distance. The slats 112, in theextended position, increase lift, and are typically used in conjunctionwith the flaps 108. The spoilers 114, on the other hand, reduce lift andwhen moved from retracted positions to extended positions, which istypically done during aircraft landing operations, may be used as airbrakes to assist in slowing the aircraft 100.

The flight control surfaces 102-114 are moved to commanded positions viaa flight control surface actuation system 200, an exemplary embodimentof which is shown in FIG. 2. In the depicted embodiment, the flightcontrol surface actuation system 200 includes flight controls 202, aplurality of primary flight control surface actuators, which includeelevator actuators 204, rudder actuators 206, and aileron actuators 208.It will be appreciated that the system 200 may be implemented with aplurality of flight controls 202. However, for ease of description andillustration, only a single, multi-channel control 202 is depicted. Itwill additionally be appreciated that one or more functions of theflight controls 202 could be implemented using a plurality of devices.

Before proceeding further, it is noted that the flight control surfaceactuation system 200 additionally includes a plurality of secondarycontrol surface actuators, such as flap actuators, slat actuators, andspoiler actuators. However, the operation of the secondary flightcontrol surfaces 108-114 and the associated actuators is not needed tofully describe and enable the present invention. Thus, for addedclarity, ease of description, and ease of illustration, the secondaryflight control surfaces and actuators are not depicted in FIG. 2, norare these devices further described. Moreover, controls for the rudder104 and non-illustrated aircraft brakes are also not included in FIGS. 2and 3 for clarity and ease of description. Nonetheless, it will beappreciated that the invention may be applied to rudder and brakescontrols in a similar fashion.

Returning now to the description, the flight control surface actuationsystem 200 may additionally be implemented using various numbers andtypes of primary flight control surface actuators 204-208. In addition,the number and type of primary flight control surface actuators 204-208per primary flight control surface 102-106 may be varied. In thedepicted embodiment, however, the system 200 is implemented such thattwo primary flight control surface actuators 204-208 are coupled to eachprimary flight control surface 102-106. Moreover, each of the primaryflight control surface actuators 204-208 are typically a linear-typeactuator, such as, for example, a ballscrew actuator or hydrauliccylinder. It will be appreciated that this number and type of primaryflight control surface actuators 204-208 are merely exemplary of aparticular embodiment, and that other numbers and types of actuators204-208 could also be used.

No matter the specific number, configuration, and implementation of theprimary flight control surface actuators 204-208, the flight controls202 are configured to receive aircraft flight control surface positioncommands from one or more input control mechanisms. In the depictedembodiment, the system 200 includes two user interfaces, a pilot userinterface 210-1 and a co-pilot user interface 210-2, and one or moremotor controls 212. In the depicted embodiment, the pilot 210-1 andco-pilot 210-2 user interfaces are both implemented as active userinterfaces. It will be appreciated that in some embodiments the system200 could be implemented with more or less than this number of userinterfaces 210. Moreover, and as was alluded to above, the userinterface 210 (or user interfaces) could be implemented as rudder/brakepedals or, if the aircraft is of the rotary-wing type, a cyclic and/orcollective.

It will additionally be appreciated that the system could be implementedwith more than one motor control 212, and that each flight control 202and each motor control 212 could be integrated into a single controlcircuit 215, as depicted in phantom in FIG. 2. Nonetheless, the motorcontrol 212, in response to position and/or force signals supplied fromone or both user interfaces 210, supplies flight control surfaceposition signals to the flight control(s) 202. The flight control(s)202, in response to the flight control surface position signals,supplies power to the appropriate primary flight control surfaceactuators 204-208, to move the appropriate primary flight controlsurfaces 102-106 to positions that will cause the aircraft 100 toimplement the commanded maneuver. As depicted in phantom in FIG. 2, inother embodiments the system 200 can be configured such that one or moresignals from the user interfaces 210, such as the just-mentioned forceand/or position signals, are supplied directly to the flight control(s)202, or are supplied to one or more aircraft data buses forcommunication to the flight control(s) 202.

Turning now to FIG. 3, which is also a functional block diagram of theflight control surface actuation system 200 depicting portions thereofin slightly more detail, it may be seen that the user interfaces 210 areeach coupled to a suitable multiple degree-of-freedom assembly 302(e.g., 302-1, 302-2), and are each configured to move, in response toinput from either a pilot or a co-pilot, to a control position in afirst direction or a second direction. Although the configuration of theflight control sticks 210 may vary, in the depicted fixed-wingembodiment, and with quick reference to FIG. 2, each user interface 210is configured to rotate, from a null position 220 to a control position,about two perpendicular rotational axes, which in the depicted fixedwing embodiment are a pitch axis 222 and a roll axis 224. Morespecifically, if the pilot or co-pilot moves the flight control stick210 in a forward direction 226 or an aft direction 228, to therebycontrol aircraft pitch, the user interface 210 rotates about the pitchaxis 222. Similarly, if the pilot or co-pilot moves the user interface210 in a port direction 232 or a starboard direction 234, to therebycontrol aircraft roll, the user interface 210 rotates about the rollaxis 224. It will additionally be appreciated that the user interface210 may be moved in a combined forward-port direction, a combinedforward-starboard direction, a combined aft-port direction, or acombined aft-starboard direction, and back to or through the nullposition 220, to thereby implement a combined aircraft pitch and rollmaneuver.

Returning once again to FIG. 3, as was noted above, user interface forcesignals 304 and user interface position signals 306 are supplied fromthe pilot 210-1 and co-pilot 210-2 user interfaces to the motor control212, the flight control(s) 202, or both. The user interface forcesignals 304 are representative of the force applied to the respectiveuser interfaces 210, and are supplied by user interface force sensors308 that are coupled to each user interface 210. The user interfaceposition signals 306 are representative of the respective user interfacepositions, and are supplied by user interface position sensors 310. Inthe depicted embodiment, two user interface force sensors 308 (e.g.,308-1, 302-2) and two user interface position sensors 310 (e.g., 310-1,310-2) are associated with each user interface 210. It will beappreciated that that number of user interface force 308 and/or positionsensors 310 may vary. It will additionally be appreciated that the userinterface force 308 and position 310 sensors may be implemented usingany one of numerous types of force sensors and/or position sensors. Forexample, the user interface force sensors 308 may be implemented usingstrain gage sensors, piezoelectric sensors, semiconductor sensors, oroptical sensors, just to name a few, and the user interface positionsensors 310 may be implemented using absolute inceptor position sensorssuch as RVDTs, LVDTs, potentiometers, or optical sensors, just to name afew.

In addition to variations in the type of position sensor 310 that may beused, it will be appreciated that the user interface position sensor 310may be configured to sense either the position of the user interface 210or the rotational position of another component to which the userinterface 210 is coupled, such as the motor 318. If the user interfaceposition sensor 310 is configured to sense the position of, for example,the motor 318 using sensors such as a resolver or an encoder, to namejust a few, then user interface position may be derived by integratingthe sensed motor position. One or more additional position sensors (notdepicted) may be included if user interface position is derived frommotor position to, for example, initialize the motor positionintegrator. It will be further appreciated that the motor positionintegrator could also be initialized using a touch stop method.

No matter the specific number and type of user interface force 308 andposition 310 sensors, at least one of the user interface force sensors308-1 (308-2) associated with each user interface 210 is configured tosense a vector component of the input force supplied to the userinterface 210 that results in user interface rotation about the pitchaxis 222, and another user interface force sensor 308-2 (308-1)associated with each user interface 210 is configured to sense a vectorcomponent of the input force supplied to the user interface 210 thatresults in user interface rotation about the roll axis 224. Similarly,one of the user interface position sensors 310-1 (310-2) associated witheach user interface 210 is configured to supply user interface positionsignals representative of a vector component of the user interfaceposition that lies along the pitch axis 222, and another user interfaceposition sensor 308-2 (308-1) associated with each user interface 210 isconfigured to supply user interface position signals representative avector component of the user interface position that lies along the rollaxis 224. In any case, the user interface force signals 304 and the userinterface position signals 306 are each supplied to the motor control212.

The motor control 212, at least in some embodiments, upon receipt of theuser interface force signals 304 and the user interface position signals306, supplies flight control surface position commands 312 to the flightcontrol(s) 202, which in turn supplies power to the appropriate primaryflight control surface actuators 204-208, to move the appropriateprimary flight control surfaces 102-106 to the appropriate positions, tothereby implement a desired maneuver. Alternatively, and as mentionedabove and as depicted in phantom in FIG. 3, the flight control(s) 202may receive the user interface force signals 304 and/or user interfaceposition signals 306 directly from the user interface force sensors 308and/or user interface position sensors 310 and, in response, supplypower to the appropriate primary flight control surface actuators204-208, to move the appropriate primary flight control surfaces 102-106to the appropriate positions.

As FIG. 3 additionally shows, the motor control 212, at least in thedepicted embodiment, includes a plurality of motor controls 314 (e.g.,314-1, 314-2, 314-3, 314-4). In particular, the motor control 212includes two pilot user interface motor controls 314-1, 314-2 and twoco-pilot user interface motor controls 314-3, 314-4. The pilot userinterface motor controls 314-1, 314-2 each control motor current to oneof the pilot user interface motors 316-1, 316-2, and the co-pilot userinterface motor controls 314-3, 314-4 each control motor current to oneof the co-pilot user interface motors 316-3, 316-4. The motors 316,which are each coupled to one of the user interfaces 210, typically vianon-illustrated gear sets, are each operable, upon receipt of the motorcurrent, to supply user interface feedback force to the associated userinterface 210. More specifically, one of the pilot user interface motors314-1 (314-2) and one of the co-pilot user interface motors 314-3(314-4) are each operable, upon receipt of the motor current, to supplya user interface feedback force to its associated pilot 210-1 andco-pilot 210-2 user interface about the first rotational axis.Similarly, the other one of the pilot user interface motors 314-2(314-1) and the other one of the co-pilot user interface motors 314-4(314-3) are operable, upon receipt of the motor current, to supply auser interface feedback force to its associated pilot 210-1 and co-pilot210-2 user interface about the second rotational axis. The userinterfaces 210, in response to the user interface feedback forcesupplied from the associated motors 316, supply haptic feedback to thepilot or co-pilot, as the case may be. Preferably, the motors 316 areeach implemented using permanent magnet brushless machines. As such,current feedback and commutation signals 318 associated with each motor316 are supplied to that motor's associated motor control 314.

The motor controls 314, as was noted above, each control the motorcurrent to one of the motors 316. More specifically, each motor control314 controls the motor current to its respective motor 316 based, atleast in part, on the respective user interface force signals 304 or therespective user interface position signals 306. Moreover, the pilot andco-pilot user interface motors are electrically linked, so that only asingle set of commands is supplied to the flight control surfaceactuation system, and so that the pilot and co-pilot can feel eachother's influence on their respective user interfaces 210. As such, thepilot user interface motor controls 314-1, 314-2 additionally controlthe motor current supplied to the pilot user interface motors 316-1,316-2 based, at least in part, on the respective co-pilot user interfaceforce signals 304 or the respective co-pilot user interface positionsignals 304. Similarly, co-pilot user interface motor controls 314-3,314-4 additionally control the motor current supplied to the co-pilotuser interface motors 316-1, 316-2 based, at least in part, on therespective pilot user interface force signals 304 or the respectivepilot user interface position signals 306. Before proceeding further, itis noted that although it is not depicted or further described herein,it will additionally be appreciated that each motor control 314 mayadditionally control the motor current to its respective motor 316based, at least further in part, on various other parameters including,for example, the slew rate of the user interfaces 210, and variousaircraft and control surface conditions.

It was just noted that each motor control 314 controls the motor currentto its respective motor 316 based, at least in part, on the pilot andco-pilot user interface force signals 304 supplied thereto or therespective pilot and co-pilot user interface position signals 306supplied thereto. Preferably, each motor control 314 is configured,during normal system operation, to control the motor current to itsrespective motor 316 based, at least in part, on the pilot and co-pilotuser interface force signals 304 that are supplied thereto. If one orboth of the user interface force signals 304 is not received by themotor control 314 due to, for example, one or more failed or otherwiseinoperable user interface force sensors 304, then the motor control 314will continue to control the motor current to its respective motor 316based, at least in part, the remaining user interface force signal 304(if only one is not received) and additionally on either or both thepilot and co-pilot user interface position signals 306.

For example, if a pilot user interface motor control 314-1, 314-2 doesnot receive the pilot user interface force signal 304 only, then thatpilot user interface motor control 314-1, 314-2 will continue to controlthe motor current to its respective pilot user interface motor 316-1,316-2 based, at least in part, on the co-pilot user interface forcesignal 304 and additionally on the pilot user interface position signal306. If, however, a pilot user interface motor control 314-1, 314-2 doesnot receive both the pilot and co-pilot user interface force signals304, then that pilot user interface motor control 314-1, 314-2 willcontrol the motor current to its respective pilot user interface motor316-1, 316-2 based, at least in part, on the pilot and co-pilot userinterface position signals 306. Similarly, if a co-pilot user interfacemotor control 314-3, 314-4 does not receive the co-pilot user interfaceforce signal 304 only, then that co-pilot user interface motor control314-3, 314-4 will continue to control the motor current to itsrespective co-pilot user interface motor 316-3, 316-4 based, at least inpart, on the pilot user interface force signal 304 and additionally onthe co-pilot user interface position signal 306. If, however, a co-pilotuser interface motor control 314-3, 314-4 does not receive both thepilot and co-pilot user interface force signals 304, then that co-pilotuser interface motor control 314-3, 314-4 will control the motor currentto its respective co-pilot user interface motor 316-3, 316-4 based, atleast in part, on the pilot and co-pilot user interface position signals306.

In an alternative embodiment, each motor control 314 is configured,during normal system operation, to control the motor current to itsrespective motor 316 based, at least in part, on the pilot and co-pilotuser interface position signals 306 that are supplied thereto, ratherthan on the pilot and co-pilot user interface force signals 304. Thisembodiment functions much like the above-described embodiment, in thatif one or both of the user interface position signals 306 is notreceived by a motor control 314 due to, for example, one or more failedor otherwise inoperable user interface position sensors 310, then theaffected motor control(s) 314 will continue to control the motor currentto the respective motor(s) 316 based, at least in part, the remaininguser interface position signal 306 (if only one is not received) andadditionally on either or both the pilot and co-pilot user interfaceforce signals 304.

The haptic feedback systems and methods described herein electronicallyimplement, among other things, linking of pilot and co-pilot userinterfaces. In some embodiments, linking is implemented using both forceand position data, so that the unavailability of all or portions ofeither of these data is accommodated passively. In other embodiments,linking is implemented using either force or position data, and if theforce or position data become unavailable then position or force data,respectively, are used.

While at least one exemplary embodiment has been presented in theforegoing detailed description of the invention, it should beappreciated that a vast number of variations exist. It should also beappreciated that the exemplary embodiment or exemplary embodiments areonly examples, and are not intended to limit the scope, applicability,or configuration of the invention in any way. Rather, the foregoingdetailed description will provide those skilled in the art with aconvenient road map for implementing an exemplary embodiment of theinvention. It being understood that various changes may be made in thefunction and arrangement of elements described in an exemplaryembodiment without departing from the scope of the invention as setforth in the appended claims.

1. An active user interface control system, comprising: a pilot userinterface configured to rotate, from a null position, about a firstrotational axis and a second rotational axis, the second rotational axisperpendicular to the first rotational axis, the pilot user interfacefurther configured to receive an input force and, upon receipt of theinput force, to rotate, about one or both of the first and secondrotational axes, from the null position to a control position; a firstpilot user interface force sensor configured to sense a vector componentof the input force supplied to the pilot user interface that results inpilot user interface rotation about the first rotational axis andoperable to supply a first pilot user interface force signalrepresentative thereof; a second pilot user interface force sensorconfigured to sense a vector component of the input force supplied tothe pilot user interface that results in pilot user interface userinterface rotation about the second rotational axis and operable tosupply a second pilot user interface force signal representativethereof; a first pilot user interface position sensor operable to supplya first pilot user interface position signal representative of a vectorcomponent of the control position that lies along the second rotationalaxis; a second pilot user interface position sensor operable to supply asecond pilot user interface position signal representative of a vectorcomponent of the control position that lies along the first rotationalaxis; a first pilot user interface motor coupled to the pilot userinterface, the first pilot user interface motor further coupled toreceive motor current and operable, upon receipt of the motor current,to supply a first pilot user interface feedback force to the pilot userinterface about the first rotational axis; a second pilot user interfacemotor coupled to the pilot user interface, the second pilot userinterface motor further coupled to receive motor current and operable,upon receipt thereof, to supply a second pilot user interface feedbackforce to the pilot user interface about the second rotational axis; afirst pilot user interface motor control coupled to receive the firstpilot user interface force signal and the first pilot user interfaceposition signal and operable to selectively control motor current to thefirst pilot user interface motor based on either (i) the first pilotuser interface force signal or (ii) the first pilot user interfaceposition signal; and a second pilot user interface motor control coupledto receive the second pilot user interface force signal and the secondpilot user interface position signal and operable to selectively controlmotor current to the second pilot user interface motor based on either(i) the second pilot user interface force signal or (ii) the secondpilot user interface position signal.
 2. The system of claim 1, whereinfor each of the first pilot and second pilot user interface motorcontrols the pilot user interface motor control selectively controlsmotor current to the pilot user interface motor based on: the pilot userinterface force signal at least when the pilot user interface positionsignal is not received by the pilot user interface motor control; andthe pilot user interface position signal at least when the pilot userinterface force signal is not received by the pilot user interface motorcontrol.
 3. The system of claim 1, wherein the second pilotuserinterface motor control selectively controls motor current to the secondpilot user interface motor based on: the second pilot user interfaceforce signal at least when the second pilot user interface positionsignal is not received by the second pilot user interface motor control;and the second pilot user interface position signal at least when thesecond pilot user interface force signal is not received by the secondpilot user interface motor control.
 4. The system of claim 1, furthercomprising: a co-pilot user interface configured to receive an inputforce and, upon receipt of the input force, to move to a position; aco-pilot user interface force sensor configured to sense the input forcesupplied to the co-pilot user interface and operable to supply aco-pilot user interface force signal representative thereof; and aco-pilot user interface position sensor operable to supply a co-pilotuser interface position signal representative of co-pilot user interfaceposition.
 5. The system of claim 4, wherein the pilot user interfacemotor control is further coupled to receive the co-pilot user interfaceforce signal and the co-pilot user interface position signal and isfurther operable to selectively control motor current to the pilot userinterface motor based on either (i) the co-pilot user interface forcesignal or (ii) the co-pilot user interface position signal.
 6. Thesystem of claim 5, wherein the pilot user interface motor controlfurther selectively controls motor current to the pilot user interfacemotor based on: the co-pilot user interface force signal at least whenthe co-pilot user interface position signal is not received by the pilotuser interface motor control; and the co-pilot user interface positionsignal at least when the co-pilot user interface force signal is notreceived by the pilot user interface motor control.
 7. The system ofclaim 4, further comprising: a co-pilot user interface motor coupled tothe co-pilot user interface user interface, the co-pilot user interfacemotor further coupled to receive motor current and operable, uponreceipt thereof, to supply a co-pilot user interface feedback force tothe co-pilot user interface user interface; and a co-pilot userinterface motor control coupled to receive the co-pilot user interfaceforce signal and the co-pilot user interface position signal andoperable to selectively control motor current to the co-pilot userinterface motor based on either (i) the co-pilot user interface forcesignal or (ii) the co-pilot user interface position signal.
 8. Thesystem of claim 7, wherein the co-pilot user interface motor controlselectively controls motor current to the co-pilot user interface motorbased on: the co-pilot user interface force signal at least when theco-pilot user interface position signal is not received by the co-pilotuser interface motor control; and the co-pilot user interface positionsignal at least when the co-pilot user interface force signal is notreceived by the co-pilot user interface motor control.
 9. The system ofclaim 8, wherein: the co-pilot user interface motor control is furthercoupled to receive the pilot user interface force signal and the pilotuser interface position signal and is further operable to selectivelycontrol motor current to the co-pilot user interface motor based oneither (i) the pilot user interface force signal or (ii) the pilot userinterface position signal.
 10. The system of claim 9, wherein theco-pilot user interface motor control further selectively controls motorcurrent to the co-pilot user interface motor based on: the pilot userinterface force signal at least when the pilot user interface positionsignal is not received by the co-pilot user interface motor control; andthe pilot user interface position signal at least when the pilot userinterface force signal is not received by the co-pilot user interfacemotor control.
 11. The system of claim 8, wherein: the co-pilot userinterface is configured to rotate, from a null position, about a firstrotational axis and about a second rotational axis, the secondrotational axis perpendicular to the first rotational axis; and theco-pilot user interface is responsive to the supplied input force, torotate, from the null position to the control position, about one orboth of the first and second rotational axes.
 12. The system of claim11, wherein: the co-pilot user interface force sensor is configured tosense a vector component of the input force supplied to the co-pilotuser interface that results in co-pilot user interface rotation aboutthe first rotational axis; the co-pilot user interface position operableto supply a co-pilot user interface position signal representative of avector component of the control position that lies along the secondrotational axis; and the co-pilot user interface motor is configured,upon receipt of motor current, to supply the co-pilot user interfacefeedback force to the co-pilot user interface about the first rotationalaxis.
 13. The system of claim 12, further comprising: a second co-pilotuser interface force sensor configured to sense a vector component ofthe input force supplied to the co-pilot user interface that results inco-pilot user interface rotation about the second rotational axis andoperable to supply a second co-pilot user interface force signalrepresentative thereof; a second co-pilot user interface position sensoroperable to supply a second co-pilot user interface position signalrepresentative of a vector component of the control position that liesalong the first rotational axis; a second co-pilot user interface motorcoupled to the co-pilot user interface, the second co-pilot userinterface motor further coupled to receive motor current and operable,upon receipt thereof, to supply a second co-pilot user interfacefeedback force to the co-pilot user interface about the secondrotational axis; and a second co-pilot user interface motor controlcoupled to receive the second co-pilot user interface force signal andthe second co-pilot user interface position signal and operable, uponreceipt of at least these signals, to selectively control motor currentto the co-pilot user interface motor based on either (i) the secondco-pilot user interface force signal or (ii) the second co-pilot userinterface position signal.
 14. The system of claim 13, wherein thesecond co-pilot user interface motor control selectively controls motorcurrent to the second co-pilot user interface motor based on: the secondco-pilot user interface force signal at least when the second co-pilotuser interface position signal is not received by the second co-pilotuser interface motor control; and the second co-pilot user interfaceposition signal at least when the second co-pilot user interface forcesignal is not received by the second co-pilot user interface motorcontrol.
 15. An active user interface control system, comprising: apilot user interface configured to receive an input force and, uponreceipt thereof, to move to a pilot user interface control position; aco-pilot interface configured to receive an input force and, uponreceipt thereof, to move to a co-pilot user interface control position;a pilot user interface force sensor configured to sense the input forcesupplied to the pilot user interface and operable to supply a pilot userinterface force signal representative thereof; a co-pilot user interfaceforce sensor configured to sense the input force supplied to theco-pilot user interface and operable to supply a co-pilot user interfaceforce signal representative thereof; a pilot user interface positionsensor operable to supply a pilot user interface position signalrepresentative of pilot user interface position; a co-pilot userinterface position sensor operable to supply a co-pilot user interfaceposition signal representative thereof co-pilot user interface position;a pilot user interface motor coupled to the pilot user interface, thepilot user interface motor further coupled to receive motor current andoperable, upon receipt thereof, to supply a pilot user interfacefeedback force to the pilot user interface; a co-pilot user interfacemotor coupled to the co-pilot user interface, the co-pilot userinterface motor further coupled to receive motor current and operable,upon receipt thereof, to supply a co-pilot user interface feedback forceto the co-pilot user interface; a pilot user interface motor controlcoupled to receive the pilot user interface and co-pilot user interfaceforce signals and the pilot user interface and co-pilot user interfaceposition signals and operable to selectively control motor current tothe pilot user interface motor based on one of: (i) at least the pilotuser interface force signal and the co-pilot user interface forcesignal, (ii) the pilot user interface force signal and the co-pilot userinterface position signal, (iii) the pilot user interface positionsignal and the co-pilot user interface force signal, or (iv) the pilotuser interface position signal and the co-pilot user interface positionsignal; and a co-pilot user interface motor control coupled to receivethe pilot user interface and co-pilot user interface force signals andthe pilot user interface and co-pilot user interface position signalsand operable to selectively control motor current to the co-pilot userinterface motor based on one of: (i) the pilot user interface forcesignal and the co-pilot user interface force signal, (ii) the co-pilotuser interface force signal and the pilot user interface positionsignal, (iii) the co-pilot user interface position signal and the pilotuser interface force signal, or (iv) the co-pilot user interfaceposition signal and the pilot user interface position signal.
 16. Anactive user interface control system, comprising: a pilot user interfaceconfigured to receive an input force and, upon receipt of the inputforce, to move to a control position; a co-pilot user interfaceconfigured to receive an input force and, upon receipt of the inputforce, to move to a position; a pilot user interface force sensorconfigured to sense the input force supplied to the pilot user interfaceand operable to supply a pilot user interface force signalrepresentative thereof; a co-pilot user interface force sensorconfigured to sense the input force supplied to the co-pilot userinterface and operable to supply a co-pilot user interface force signalrepresentative thereof; a pilot user interface position sensor operableto supply a pilot user interface position signal representative of pilotuser interface position; a co-pilot user interface position sensoroperable to supply a co-pilot user interface position signalrepresentative of co-pilot user interface position; a pilot userinterface motor coupled to the pilot user interface, the pilot userinterface motor further coupled to receive motor current and operable,upon receipt of the motor current, to supply a pilot user interfacefeedback force to the pilot user interface; and a pilot user interfacemotor control coupled to receive the pilot user interface force signal,the co-pilot user interface force signal, the pilot user interfaceposition signal, and the co-pilot user interface position signal, thepilot user interface motor control operable to selectively control motorcurrent to the pilot user interface motor based on either (i) the pilotuser interface force signal or (ii) the pilot user interface positionsignal, and further based on either (i) the co-pilot user interfaceforce signal or (ii) the co-pilot user interface position signal.